Train control



Feb. 26, 1929.

R. C. LEAKE TRAIN CONTROL Filed Sept. 11, 1924 mu .u .M E @o v S y-- s n:n .I A u A F .v9 m0 n? 2 L W Y mm m 3. 3 @n B bm I I. lo' lmlo||.I..HV.| m

Patented Feb. 26, 19.29.

vUNITED STATES 1,103,826' PATENT OFFICE.

Y RICHARD C. LEAKE, OF ROCHESTER, NEW YORK, ASSIGNOB T GENERAL RAILWAYSIGNAL COMPANY, OF ROCHIIS'IER,` NEW YORK.

TRAIN CONTROL.'

This inventionk relates to automatic-train control systems, and moreparticularly to aprotected cut-out device for such systems.

Itis generally conceded that any train control system, regardless of howWell lit is constructed, will at some time or other fail me chanicallyor electrically so that the brake control device thereof must be suchthat it` may be cut out by the engineer' so that he can complete therun. In the majority of train control systems heretofore proposed, theapparatus for applying the brakes oonsists Vof apparatus pneumaticallyoperated, and the present invention relates more particularly to apneumaticcut-out device. It is not considered safe to merely require theengineer' to break a seal when he places the cut-out device in itsactive position; and in accordance with the present invention it isproposed to provide means for applying the brakes Vunlessthe engineeroperates a suitable manually operable means atleast oncein apredetermined. interval of time, and to provide audible means foradvising the engineer i `when this interval of time is about to elapse.

Also, in'order` thatthe engineer may bel con-Y stantly remained that theautomatic system has been cutout of service and that the responsibilityfor the safety of the train is wholly in his hands, it is proposed toprovide an indicating means showing that the system is cut out and tolocate this indicating means at a point in the cab where the engineerWill frequently look during the ordinary operation of his train. Asshown, this indicating means is associated with the usual pressure gaugeof the air-brake system.

y Other objects, advantages and characteristic features of the presentinvention will appear as the description progresses. V

. In describing the invention in detail, reference will he made to theaccompanying drawings in which Figure 1 shows al simle type of pneumati-15 cally operated automatic brake applying mechanism adapted tobe usedin practically any type oftrain control system,.together with meansembodying the present invention Vforcutting outthis mechanism; Y Fig. 2is a sectional elevation of the time clement device forming part lof thecut-out apparatus shown inFig. 1, this section being taken on a line 2-2inrFrig. 1 looking in' the direction of the arrows; andr f v Fig.' 2illustrates indetal the changeable of the piping arrangement of theusual airA 10 and in turn the valve 8 move upwardly, thereby allowingpressure to escape from the exhibitor of indicator shown in Fig. 1 whichis located back of the dial of the air-brake pressure gauge.

In order to show how the cut-out device of the invention may be employedin a train V'control system to prevent an automatic brake application byreason of failure of suchsystem,l a very simple type of application va ve AV has been shown,together with a portion brakesystem to which itisconnected.

This application valve AV comp-rises a casing or cylinder 1 inV which aVslide valve 2 is moved back and forth by a piston 3, normally held inits extreme lefthand osition by a compression spring 4, this cylin erhaving a cap 5 on the end Vthereof which limits the movement of thepiston 3 in its travel lupon an automatic brake application. The slidevalve 2 is held against its seat by main reservoir pressure ,suppliedthrough pi e 6; land this air pressure flows to the right and side ofthe piston 3 throughthe leakage hole or port 7. Under normal conditions,Vmain reservoir pressure exists on both sides ofthis piston 3 and it ismoved to the position shown by the spring 4, because main reservoirpressure is confined in the portion of the cylinder to the right ofpiston 3 under such normal `conditions' by the Yvalve 8 of anelectro-pneu- LAmatic valve EPV, this valve normally l held closedagainst the pressure of a spring? by an armature 10 attracteddownwardlyv y currentflowing in a winding 11. Upon de-V energizationofthe winding 11, the armature right hand sideof piston 3 through .pipe12 and the exhaust 13v to atmosphere.V VThe dis.- charge throughthevalve YEPV is larger than I the leakage port 7, and hence the pressureon the right hand lside of piston 3 Will ,drop- Y quickly, therebycausing this piston tol-move f' to its extreme right hand position.,

I When the slide valve 2 assumes its operated m0 righthand position, itblanks the port'leading yto a'pipe 14 which normallysupplies main Ireservoir pressure to the,Vl engineers brake valve, thus cutting offmain reservoir pressure fromthe enrineers bra-ke valveeand the 105 feedvalve, preventing the engineer from opposing or preventing theautomaticbrake ap- 'plicatiouy A cavity15`in the slide valve?,

with thi's'valve in its operated position, connects a pipe 16 leading tothe Bual brake 111|V 2li) .f bac-kund forth.l Thevalve 9.0 is shown inthe ivitliv afpipe l17, The pipe 17 connected to L atmosphere normallythrough' a cavity 18iii the casing of thecut-out valve CO, a port 19through said'valve, pipe 33 and an adjustable restricted orifice 34, Therestricted orilice 21j is Vintended to producetlie restricted rate ot'brake pipe venting required for a service ap-'S plication, asdistinguished 'from an emer-v gency application. I Y It should beunderstood that the simple constructionoiibrake applying valve V'sliownv y is merely typical of some suitable brake ap- Y plying mechanismconstituting the last device in an operative chain of a speed control'or 4stop system y:land since the particular construction 'of thisapplication valve vT i foi'iiis'noessential part ol'V thepresentinvention, no attempt V has beenA made to illustrate Aor describevarious additionaliteatuies'of coiistruction, siicli as predeterminedreduction devices, equalizing discharfe pistons,- aiid the like,` whichwould be employed to advantage in practice;

.In the siiiipliied torni ol' cut-out valve CO liandleto facilitate itsmanipulation, is sup- Y portedv in' a' casing'ivitli suitable gasketsand packii'igs, `together with ports and cavities, so that variouspressure connections are made and broken as this valve or slide issliiited jiiormal inactive VoifcutJ-iii.'posit-ion, land may ibi" lbesealed or locked'in this'position as indicated by Vthe seal 21, or .maybe equippedfwitli a key lock,` counter, or similar means designed loperation of this valve Without detectiloii-V j :Intlie'iiorrnalpositionof valve 20 shown, a ltree,passage for venting offtlie brakepipe isproi'fided from pipe lthrough cavity lS'aiid@ 4port 19 to the pipe 233i.the valve 2O lo' the right, vto its active' orient to prevent Uponmovement of ogutfpositioin main reservoirpressure is supp. pliedtrompipe-j29Qtlirougli'a port 22'to the Y pipe'll leadingto theengineers brake valve,

Y Y `so that, even if the application valve AV is'iii tliebrake applyingpositionfdue to some me? 'clianical'or electrical tailureof the traincon" t'rol equipment, main reservoir pressure is still supplied to`'tlie' engineer-s brake valve,

permitting' tliebrakes tobe released and lian- "d'led manually iii theusual ivay.

.'hen theeii out'the trainrolitiol equipment onaccount audible signalcontinually, ivliileftlielequipment fis cut out, `might serve tliispurpose, a

special indicatingvm'eansjis provided by vthis invention.' This[indicatingl Aii'ieaii's should f Of'soine lel'ect,it isillesirable thatthe 'engineer should be' kept'coiistantlyad'vi al ot this conditionandcan not fail to recognize'tliat'klie must'` controlliis train Without.the aid vorv siipvervlsion',of'the automatic train control system."While tl'ieringing of a bell or similar belocatedv-atsoine point inthey enginees iii'eer'lias been obliged to 'cut' cab VWhere lie is suretoV see it, either in direct line with .his vision while looking out ofthe cab Window or in some other place Where lie will `frecpieiitlyIlook. Vln the particular embodiment of the invention illustrated, theindicatingV means is assoeiated With the usual air v pressure gauge ofthe air-brake system on the assumption that engineers Jfrequently lookat this gauge in performing Vtheir ordinary duties.' In the sim-Apliiied construction shown, the `front plate-ot the gaugeG isvpartlycutaway to leave tivo sector vshaped,openings 23; Aand behind this frontplate is pivotallysupported an indicating Vdisc (see Fig'. havingtwo'sectors colored redor other-wise made distinguish-A able in a markedmanner.` This indicating disc Ellis connected by a link 25 to the end ofVa Bourdon tube A26 of the usual typefand construction. TWhen thecut-outvalve 2O isV moved lto the riglitliand eut-out position, Vthepressure from ,tlie 'main reservoiiis supplied from pipe 29 through port2T and pipe '28 tol the Bourdon Atube '26, thereby expanding'tliis tubein the usual ivayand rocking' the disc 2i 'to bring the colored portionsopposite the openings :23,tliereby giving an arrestive and distinctiveindication. YVflie'nr the `cut-out valve 20- is in the cutein positionshown, the

Bourdontube 26 is exhausted through a cavity i,

and port 32, andcontractsY toV expose the plain portions of the disc24." @bviously,-otlier sie types Vand constructionsl of indicating meansy :could be employed for thejsame purpose.

According vto the presentv` invention, the 'f engineer is required toVVtake appropriate ac- Vtion .at frequently?recurring intervals of timeiii orcer 'to prevent an autoinaticbrake application ivhile theciit-oiit'deviee COis in its 'cut-out or operative position.V Thi's'notonly serves to prevent t'liel engineer forgetting that theA traincontrol apparatus is cut out, out

also automaticallystops the train if the en-V ige throughl apipe 3.0 anda largrefexhaiist port Y 31, unless the engineer repeatedly manipuilates theV time `controlled 'jd'evice vor timing mechanism T to keep*thisv exhaust` port 31 fclosed; "llie port 31 isintended Vto exhaustthe .brake pipe: at Suche vhighfrate'tliat the 'engineer cannotrechargerfifast eiioughto pre-v vent anapplicati'on. y i r The timecontrolled device vffcomprises a supportinisiframe or CasingV 35, in oneend l of which is journaled a hollow shaft or spindle 36. The bore 1nthis spindle 36 is square, or some other expedient employed, to afford aVslidable but non-rotatable connection to the long hub 37 of a gear 38.The spindle V36'is held against endwise movement in its bearingin-thecasing 36 by a flange 39 and a collar 40 held in place by a set screw.Ink

cylindrical spring housing 43 and within this' housing is a heavy spiralor coil flat spring 44, siinilar'to a clock spring, which is securedatits outer end to the casing 43 by a' bolt or rivet 45 and at its innerendto the hollow spindle 36 by a similar fastening member 46. In the topof the casing 35 is abearing pin on which is rotatably mounted anescapement wheel 51, which has integral therewith a long pinion 52meshing with the gear 38. Pivotally supported on fa fixed stud 53 is apallet 54 engaging the teeth of the escapement wheel 51, this palletcarrying a pendulum-like weight-'55 and acting to retard rotation of theescapement wheel 51, pin 52, and gear 38 in either direction.'v

- `Alsofixed to the shaft 41 is a ratchet wheel 56; and supported on thecasing 35 is a pawl 57, pressed by a spring 58 into engagement with saidratchet wheel (see Fig. 4). Thispawl and ratchet permit clockwiserotation "1 of the shaft 41 but prevent counter-clockwise rotation.Integral'with the hub of the ratchet wheel 56, or otherwisexed to theshaft 41,

Ais a stop 59 arranged to engagea project-ing lng or stop 60 on the face0f the gear 38.

Below the gear l38 is pivotally supported :LT-shaped lever, having anupright arm 6]. and sidewise extending arms 62 and. 63. The

upright arm 61 carries a roller 64 arranged to be engaged bythe taceofthe gear 38. One

extending arm62 is pulled downward by ay `spring 65, suitably anchoredat `one end,

aga-inst the fixedV stop 66.Y This Aextending arm 62 when raised, asshown, engages the down by a spring 68 .and close the exhaust port 3l.The other extending arm 63 is arranged-to engage the cam shaped end ofan ari n 69 operating a valve wli'icln'when opened, supplies airpressure or steain'to a suitable whistle XV. I

The parts ol the time controlled device T are shown in thevinactiveoirun-down positiointhe valve 67 being open. 7hen the han` dle 42 isturned in aclockwisedirection, the sp'iing'housing 43is` likewiserotated; and

' since the inner end of the spring 44 is held Y against rapid movementby the escapenient mechanism which prevents the escapement wheel 51,pinion L52, gear 38 Vand hollow spin-` dle turning faster than a certainrate, the

spring 44 is wound up.' i Also, as the shaft 41 is turned, the gear 38is moved to the right,

being advanced on the threads of the shaft 41'in`much the same way asthe nut on a bolt is advanced when the nut is held from turning and thebolt turned. After the gear 38 has'moved endwise tothe right 'for a gear38 has moved to its righthand extremel position, the stop 60 thereonengages the stopV 59 on the shaft41, preventing further relativerotation of said shaft and gear and preventing further rotation of thehandle. The pawl 57 and ratchet wheel 56 prevent the return rotation ofthe shaft 41 in the counter-clockwise direction. 'The engineer turns thehandle 42 as far as it will go and the device T is then in its wound upcondition. After 'the winding operation is completed and in fact duringthat operation to a small degree, the escapement wheel 51 is beinggradually turned at the slow rate permitted by the pallet 54, the spring44 providing the driving force. .The gear 38 turnswith the escapementwheel 51, andwith the shaft 41 stationary at the end of the Windingoperation,fsaid gear 38 moves endwise to the lef-ft; and afterthe lapseof a predetermined interval of time for which the device is designed,this gear 38 engages the roller 64and rocks theV T-shaped` lever;YBeforeV the arm 62jis movedupward far enough to open the valve 67,-andthereby permit al brake application, the arm 63 engages the'arm 69 andsounds the whistle W, thereby advising the engineer that the timeinterval has nearly expired and that it is necessary for him towind upthe applied. Y If the engineer is dead or incapacishort distance, thespring 65 pullsdown the tated, or for any,v other reason fails to windup the-device T `soon enough, Vthe valve67 is el and the brakes are alied. i f .stein of a valve 67, adapted to be pressed Qpen t pp v Yoftenas the time interval for which the device is set'. This tiineiutervalmay be sev- Yeral minutes or less than a minute, as desired. 'i It willalso be observed that the engineer' cannot defeat the purposes of thedevice by fastening the handle 42, sinceV the device operates uponcontinued movement of the handle 42 in the same direction rathenth'an bya' forward and backward movement. It v is, Aof course, to be understoodthat the vital operating parts, except;I the handle 42,- are intended tobe enclosed in practice 1n asuitable locked or sea-led 'casing beyondthe access of 'theiengifneer...-` Y Y f .I-norder to simplify theillustration and explanation of the invention, no particular means :forcontrolling the valve EPV has g been shown, but it should ybe understoodthat this valve BPV is intended to be included in a inormallyclos'edcircuit which is interrupted automatically by 'a suitable car-carriedapparatus at the time it is desired to produce :an automatic brakeapplication. The particular .type otcar apparatus lfor controlling thevalve EPV is not material to the` present invention and may take`various forms, beingV an lautomatic.stop, lspeed control system, or

Vany/other flormol an automatic train control ...'system, broadlyconsidered.. Also, it should be understood that, byssiniple 'adaptationsor inodilications, ivliiclivvill be apparent to those :skilled intheart,.other forms of brake control apparatus may .be used inconnection -Witilithecut-out v:device embodying this invention,ins-teadol the application valve APVshoWnf Y i. Y j

Having. :shown and 1 described `rather y:simple brake applyingmechanism, together i ivi-th. a .rather specific form of cut-outdevice,Y itis desired to. Ibe understood that this has i .-beendone toiacilitatethe description of the invention, rather than forj the purposeof disclosing the exact structure preferably employed. in practice,andthat various changes,

\ nio'di-licationsand additions may be made to adapt theinven-tion tothe particular tra-in contr-ol or vbrake applying mechanisms inconnection-with Which it is to be used, withlout'departing from vthescope ofthe-invention, or idea of means underlying the same.

' VWhat is claimed as new and is desired, to

be secured by Letters Patent is i Y 1,;In -an automatic train; controlsystem, 1 .tlrecoinbination with an Iair-brake system, otautomaticallyYH controlled' mechanism coni-trolled from the trackivayfor producing a Lbrake: application', and av cut-out device AtorA:preventing suclibrake application independentlyof the condition `ofsaid mechanism,

",saidfcut-out device being ellective only il VVmanually,'operatedrepeatedly at less Athan a delinite:predetermined interval of time.

l -2. In atrain control system, the combination with the usual systemvol' air-brakes havin0r a brake )i )e an autoinaticall i elec- 2.- v 7 lYtrically4 controlled ,brake controlling valve acting to cause ventingof the brake pipe and thereby producea bra-lie application, and

manually operable means for preventing such venting ol the brake pipeindependently ol the'V position of said'brale controlling :valve-sail:means after once manually op,v erated being e'llective Vfor a definitelimited l ,period of time only and capable of periodic manual operationtolinaleit continuously eflectivo for anindeinite period ottime.

3. In anautomatic traincon-trol system including a brake setting4appliance controlled from thetrackway and acting upon the Vusualair-bralre system `to :produce an automatic brake application, amanually operable cutout device for'preventingjsuch brake applicationirrespective Viol the operated condition Yof said appliance'andcomprising time controlled means Which must be operated at least once inapredetermined interval of .time in oi'der to maintain said cut-outIdevice effective f e. ln an automatic train control system, thecombination With the usualfair-brake systemincluding a main reservoir,engineers brake valve, and brake pipe,an automatically cont-rolledbrake. application Vvalve acting when o peratedto cut oil' mainreservoir pressure from theenginees brake Vvalve and vent the brakepipe, a' cut-out device manually op? erable to supply mainl reservoirpressure to Athe engineersbrakel valve and prevent the ventingoitlie'f'brake pipe independently of the 4operated position ofV saidapplication valve, said cut-outdevice preventing the vent# ing of thebrake pipe only. ifmanually `operated repeatedly atleast as oftenasfapren determined interval of time. Y

. 5.A A cutout device'for automatic train control systems comprising,time controlled mechanism adapted to assumeV an ultimate limiting thereturn yof movement of said 1 -ineinber toward its ultimate position,and a handle lor restoring said member away from its ultimatepositionand atthe saine time tensioning said spring, saidfhandle beinginetlective to prevent movementof'saidinem@V ber toward'its.ultimateposition.Y g

7. VA manuallyoperable Adevice for train control systeinsrhaving alimited time of el"- lective action and requiring repeated manipulation,comprising a membermovabl'e from an initial position to anultimatevposition,

means limiting the return of suchinovement, Y

and a manually operateddevice 'for restoring said member to its initialposition butV incapable of holding ,said member in said Y initialposition.

Y 8. A manually operable brake'coiitrolling device or'train controlsystems comprising, means constantlychanging to an ultimate condition,and a handle operable inl one di; rection only foirrestoring said 'meansaway from its ultimate condition without 'preventing sii l means fromthereafter changing toward said vultimate condition.

A manually operable `device for train control systems having a limitedtime of effective operation, comprising means automatically andcontinually changing to an ultimate condition, a manually operabledevice for restoring said means away from its ultimatecondition withoutpreventing its return, and signaling means automatically operated ashort time betore said means Vassuniesits ultimate condition.` A, y

, 10. In an automatic rtrain, control system, the combination withan'automatically controlled brake setting appliance, of a manuallyoperable cut-out device for preventing a brake application independentlyof the condition of saidappliance, said device` including timecontrolled mechanism andan operating handle and being effective only ifsaid handle is repeatedly moved in the same direction Within less than apredetermined interval of time.

11. In an automat-ic train control system, the combination with anautomatic brake setting appliance, of a manually operable cutout devicefor preventing a brake application independently of the condition ofsaid appliance, and means for giving an indication While said cut-outdevice is in its active. cutout condition.

12. In a train control system, the conibination with brake controlapparatus on a vehicle, of a cut-outy valve for rendering said apparatusineffective to control the vehicle irrespective of its operatedcondition, and indicating means on the vehicle located at a point wherethe operator of the vehicle has occasion to look when attending to hisduties, said indicating means being automatically operated When saidcut-out valve is placed in its active cut-out position.

13. A time controlled manually operable device for train control systemscomprising,

a member movable to an extreme active position, a spring and escapementmechanism for moving said member to said extreme position at arestricted rate, and manually operable means for tensioning said springand moving said member away from said extreme position, said means beingincapable of holding said member.

14. In an automatic train control system, in combination with an airbrake system, automatic electrically controlled mechanism tending toassume an active condition and to cause an automaticl application of thebrakes when in such condition, and a device acting if actuated. toprevent such brake application while said mechanism is in its activecondition, said device being maintained actuated only it a manuallyoperable member is operated atpredetermined delinite time intervals.

15. In an automatic train control system,

.allyoperable member is operated repeatedly at less than a val.

predetermined fixed time inter- 16. In an Vautomatic train controlsystem,

rin combination with an air brake system,`

automatic brake applying means tending to assume an active condition andacting to cause anautomatic brake lapplication when in such condition,time controlledmechanism adapted to operateft'rom an initial conditionto an ultimate condition after a lapse of a predetermined time, andA amanually operable handle movable only in one direction for restoringsaid mechanism'from said ultimate condition to said initial conditionbut ineffective to prevent the operation of said mechanism toward saidultimate condition, said mechanism acting when in said initial conditionto prevent said automatic brake application when said brake applyingmeans is in its active condition.

17. In an automatic train control system, in combination with an airbrake system, automatic brake applying means *tending to assume anactive condition and acting to cause an automatic brake application whenin such condition, time controlled mechanism for preventing saidautomatic brake application comprising a member movable to an extremeactive position, a spring and escapement for moving said member to saidextreme position at a restricted rate, and manually operable means fortensioning said spring and moving said member away from said extremeposition, said manually operable means being incapable of holding saidmember, and said member acting when moved away from said extremeposition to prevent anV automatic brake application independently of thecondition of said brake applying means.

18. In an automatic train control system, in combination with an airbrake system, an automatically electricallycontrolled mechanism forproducing a brake application, and a cut-out device for preventing suchbrake application for an indefinite period of time independently vof thecondition of said mechanism, said cut-out device being effective only ifmanually operated repeatedly spaced less than definite predeterminedinterval of time.

19. In an automatic train control system, the combination with anair-brake system, of automatic brake applying mechanism tending toassume an active condition and cause an automatic application of thebrakes, a. valve combination l with an aiiy brake system7 an acting ifclosed:I when said brake applying mechanism has assumed'its activecondition 20. In an automatlc tram controlsystem 1including a brakesetting appliance acting. upon the usual air-brake system to produceabrake application'iby venting the brake pipeltlirougli an exhaust port,a? manually operable `cutout device liaving a tendency to opentsaideXlia-us't port rendered ineffective only if operated repeatedly atleastonce per unit of time.

' 2l. l Inan automatic ttain control System, in

automatically controlled application valve, acting to imposeali-automatic brake application-When in" its applicatio`n"position5 avalve tending to assume the closed position acting meegaaty if closed toprevent an automatic brake application Wlien saidapplication valve is inthe application position, and manually operable means tending: to opensaid valve and acting it'- operated repeatedly at less thanpredetermined delinite time intervals to permit closure of said valve. Y

22; In an automatic train control system, in combination with an airbrakesystem, automatic brake applying mechanism tending to assume anactive condition under given track- Way conditions and continue-in suchcondition until traclnvay conditions change, to cause an automatic`brake" application; avalve acting when'` closed topi-event an automaticbrake application, and manual means tending to open said valve requiringperiodic operation topre'ventsuelopening; Y

In testimony WliereI' affix my" signature.

- Y RICHARDS; LEAK-E;-

